Shock absokbeb mechanism



, J. W. GRAY Feb 28 V SH OCK ABSORBER MECHANISM R Original Filed Oct.16, 1928 s Sheets-Sheet 1 5 z I I 5 i INVENTOR JWGra BY L/M I ATTORNEY vJ GRAY I I Feb. '28, 1933; SHOCK ABSQRBER E I M Re. 18,747

Original Filed Oct. 16, 1923 s Sheets-Sheet 2 INVENTOR nlfi Tirqy,

ATTORNEY 14 w 4 m gJ i; a mi 6 W m M I m .w m w J mm A 6 .w/ i i m 7/ kJ W GRAY SHOCK ABSORBER MECHANISM Qriginal Filed 00%.; I6. 1923 M a H ma? M w 6 I P 7 5E J. W. GRAY sHocx ABSORBER MECHANISM 6 Sheets-Sheet 4Feb. 28, 1933.

Original Filed Oct. 16

INVENTOR ATTORNEY J. W. GRAY F b 2 1933 SHOCK ABSORBER MECHANISM R 1 747Original Filed Oct. 16, 1928 6 Sheet-Sheet 5 fi 16 If? a ATTORNEY J. W.GRAY F b, 28, 1933, QHOCK ABSORBER MECHANISM Re. 18,747

Original Filed 0012.16, 1928 6 Sheets-Sheet 6' i2; JIM

ATTORNEY Q Reiuued Feb. 28, 1933 UNITED STATES PATENT OFFICE JOHN W.GRAY, OF CHLTTANOOGA, TENNESSEE, ASSIGNOB OF ONE-HALF '20 mm V. CUBNEN,OF CHATTANOOGA, TENNESSEE snocx ABSORBER 'uncmmrsn Original No.1,789,018, dated larch 31, 1931, Serial No. 812,847, filed October 18,1928. Application for reissue filed October 24, 1931. Serial No.570,989.

- of the wheels in depressions or elevations in the roadway. Theamplitude of movement imparted to the running gear varies with theviolence or force of the shock and the applied retarding or dampingforce applied through the shock absorber should bevariedproportionately.

Accordingly one feature of the invention consists of a fluid shockabsorber mounted upon the body frame, chassis, or other one 0 tworelatively movable parts, embodying a fluid holding cylinder and apiston reciprocated therein by relative movement of said parts such asthe body and axle of a motor vehicle and having means offeringprogressively increasing resistance to said relative movementproportioned to its amplitude or, in other words, graduatedautomatically in proportion to the force of the shock im arted as to thewheels of a motor vehicle by epression or elevation in the roadway.

This feature, in accordance with my invention, is secured byprogressively restricting the size of a passage through which the flu1dis forced by movement of the piston, automatically and in proportion tothe extent or am litude of relative vertical movement of vehlcle bodyand axle. A rotor member actuating the piston and having a crank andlever connection to the vehicle axle is turned in proportion to therelative movement of body and axle, the degree of rotary move-' mentimparted to said 'rotor member determining the extent of piston movementand functioning also to progressively restrict the fluid passage so thatthe damping action afforded by restriction of the fluid passage isdirectly prop'ortioned'to the relative movement of body and axle and theforce or violence of the shock.

Since the spring suspension and weights of vehicle bodies have a directbearing upon the amplitudes of shock imparted by relative movement ofvehicle body and axle, it is highly desirable that provision be made foradjustment of the damping action of the shock absorbing equipment tomake one size of equipment adaptable to widely var ing sizes and weightsof vehicle body and t e accompanying differences in spring suspensions.

Accordingly, a further feature of In invention consists of a fluidcylinder an piston for mounting upon the frame or chassis of a vehiclebody, a rotor having crank and lever connection with the vehicle axlefor impartin reciprocating movement to the piston, a y-pass or fluidreturn passage con-, necting the cylinder at opposite ends of the pistontravel, a primary valve for variably and predeterminatelyrestricting thepassage of fluid through an initial portion of the bypass and asecondaryvalve equipment comprising a needle valve having provision for initialdeterminate fixed adJuStm'ent and a cooperating rotor-actuated tubularvalve member cooperating therewith progressively and automatically torestrict the fluid passage and increase the damping action with increasein the extent or amplitude of relative movement ofbody and axle. The daming action is, therefore made automatical y proportionate to the forceor violence of the shock which force is proportionately reflected in theamplitude of reactionary relative movement of ody and axle. In additionto the foregoing, the rotor actuated element producing movement of thetubular valve member has provision for inital adjustment so that withthe three points of adjustment thus provided, the shock absorbingequipment is conditioned for initial admstment for and adaptation to avery wide range of body sizes and weights, spring suspensions, etc.

A further and related feature of the invention consists in the provisionof duplex shock absorbing equipment of the type described for dampingboth up and down movements and in the provision of independent separateadjustments as described making it possible to independently adjust forboth of these movements, The initial downward body movement may,therefore, be gradually damped to lessen the violence of im act and therebound more sharply checke by adjustment for increased dampingresistance.

Another feature of the invention consists tion in'the roadwayproduces ablow or im-.

act having an imtial component of force liangthwise rearwardly of thevehicle and an immediately subsequent force vertically. By shockabsorbing means providing for and damping end play of the spring, thisinitial impact is greatly softened and the subsequent relative verticalmovement of body and axle is correspondingly reduced and more easilycontrolled by a second and shock absorbing means having provision fordamping this relative vertical movement.

The shock absorbing equipment of motor vehicles as installed is designedor adjusted to provide for a determinate loadusually a full load ofpassengers or the weight capacity of a truck.v The maximum benefit ofthe equipmentis therefore, only obtained b adjusting its damping actionto the loa This ad ustment, with present day equipment requires usuallya visit to a service station and.the services of an experienced 'alist.v Another feature of the present invention consists inthe combinationwith shock absorbing equipment havin a fluid cylinder secured to, theframe or c assis of the body and provided with a fluid passage and apass sage restricting valve member, of an adjusting means for said valvemember projecting from the cylinder and a manually operable adjustinmember therefor positioned upon the vehic e body for convenientoperation by a vehicle driver or passenger and having operatingconnections extending below said body to the projectin adjusting meansfor the valve member. uch an arrangement provides for convenient andquickly efl'ected adjustment of the shock absorber to the loadrequirements and for unusual road conditions and permits the maximumbenefits of shock absorbing equipment to be utilized without loss oftime and continual labor ex- Coriveniently and as a related feature, the

adjusting means may be combined with a fluld reservoir and liquidfilling tubes by means of which an adequate suppl of li uid fluid-may bemaintained in t e shoc absorber cylinder by automatically replenishingany liquid when the normal full supply is reduced by leakage,contraction, evaporation or other causes.

As shown, this result is attained'jby the provision of a flexible tubethrough which a flexible adjusting element, such as a chain, extends tothe valve adjusting member, the upper-end of the chain extending to arotatab e adjusting stud mounted on a liquid con tainer through whichthe upper end of the tube extends and is perforated to admit liquidthereto, the lower end of the tube communicating with the interior ofthe shock absorber cylinder. The number ofadjusting chains and tubeswill, obviously, de end upon the number of cylinders to which the.adjusting chains and tubes are to extend.

- The structural embodiments providing the above described features andadvantages are more fully described in the following detailedspecification which is to be read in conjunction with the accom anyingdrawin s forming part thereof an in which igure 1 is a view in sideelevation of the front end of a motor vehicle chassis showing framemounted shock absorber equipment constructed in accordance with thepresent invention and connected with a spring end for damping end layand connected with thevehicle spring or dam ing relative verticalmovement of body an axle, the adjustment and filling connections to adash'mounted fluid reservoir and adjustment box being also shown;

Figure 2 is a view in side elevation of the spring end slide mount andconnected damp- 1n shock absorber;

igure 3 is a longitudinal section through the mount and shock absorberof Figure 2;

Figure 4 is a view'in end elevation of said spring mount and shockabsorber; I

Figure 5 is a vertical section through the spring mount taken on-line5-5 of Figure 3 Figure 6 is a vertical vsection taken on line 6-6 ofFigure 3 through the connections between. the spring mount and shockabsorbing cylinder;

Figure 7 is a vertical section through the shock absorber cylinder takenonline 77 of Figure 3;

,Figure 8 is a detail perspective of the plate connecting the piston'rod with the sliding spring end mount;

Figure 9 is a view in side elevation of the central shock absorberconnecting the chassis or body frame and the axle;

Figure 10 is a longitudinal vertical section through the centralabsorber takenv on line'10-10 of Figure 11;

tion therethrough taken on line 1212 of Fi re 11;

igure 13 is a transverse vertical section through the cylinder and rotorof said absorber, taken on line 1313 of Fi ure 12;

Figure 14 is a perspective detai of the piston wrist pin to which therotor isconnected for reciprocation of the piston;

Figure 15 is a fragmentary vertical section throu h the adjustinggearing and fluid sup- 1 p igure 16 is a fragmentary vertical sectionthrough the liquid returnpassageor-by-pass of the cylinder taken on theline 1616 of Fi ure 10; I

igure 17 is a longitudinal vertical section through the dash reservoirand adjustment box shown in Figure 1;

Figure 18 is a transverse vertical section taken on the line 1818 ofFigure 17;

Figure 19 is a detail of the lower end of the ball oint lever shownconnecting the central shock sprin in Figure 1 showing its clampconnection or the spring;

Figure 20, is a full detail of said joint lever with clamp connectionsat its lowerend adapting it to embrace the axle;

Figure 21 is a longitudinal vertical section through the joint leveronly showing its adjustment provisions.

The shock absorbing equipment of the present invention, whilespecifically designedfor application to motor vehicles and'described andillustrated as used for this purpose, is applicable in principle torelatively movable parts where similar conditions and needs of dampingoccur,

with motor vehicles, it is preferable to apply the equi ment to thevehicle at the four points 0 spring suspension for uniform results,although as is frequently done, the

shock absorbing means may be applied to one end onl of the vehicle.

In Figure 1 of the drawings, I have illustrated the application of oneunit of the shock absorbing means to a-motor vehic e at one side of itsfront end between chassis and wheels, the front axle being indicated at1, the

opposite front wheel at 2, the chassis or vehicle frame at 3, and thesuspension spring at that side and end of the vehicle at 4,this springbeing attached intermediate of its ends to the frontaxle 1 by the usuals rin clips 5 and being hung at its front end from the frame 3 in theusual manner as by theusual connection 6. ,A cylinder block designatedgenerically at 7 and shown in detail in Figures 9-15, is attached to theouter face of the frame 3 above the axle'l, and, as shown in Figure 1,slightly rearwardly of the axle,

tu elaken on line 15-15 of Figure 13; i

absorber-rotor crank arm with the.

In the use of the'shock absorbing means- This cylinder block as bestseen in Figures 11 and 12, is mounted upon the outer face of the frame 3and is provided with a flat rear face 8 (Figures 11 and 13) to engagethe outer face of the frame and formed atits ends with ears 9 perforatedto receive securing bolts 10 extending through the ears into the frame 3and by means of which the cylinder block is sup ported from the frame.The lower portion of this block is formed with a cylinder bore 11therein and is counter-bored. at right angles to form a rotor bore 12substantially centrally. above the cylinder bore and communi eatingtherewith at its base, this lastnamed bore providing a fluid well aswill be seen later, .Between the .ears 9, and inwardly thereof, thecylinder block is formed with a vertical enlargement 13 through thelower portion of whlch the rotor bore 12 extends, this enlargementhaving a central vertical bore 14 formed therein extending upwardly fromthe rotor bore and forming a fluid receivingspace, which'also housescertain valve adjusting gearing later to be described. The open top ofthe extension 13 through which the bore 14 extends is closed bya coverplate 15.

A rotor 16 having an external head 17 providing an inner bearing face18extends into the bore 12. This rotor member inwardly of its head 17 isreduced in diameter to provide a bearing hub portion 19 engaging andbearing upon the surface of the block at the edges of the bore 12. andwith a shank portion 20 which is further reduced in diameter and seatswithin the socket 21 at the inner end of the rotor bore 12 (see Figure13) The extremity of the inner end 20 of the rotor is formed with avertic'ally extending slot 22 to receive the upper end ofthe shank 23 ofa iston operating bar, the lower end 'of whic is enlarged at24 andbifurcated. The enlarged head 17 of the rotor is formed with an axialbore 25 reduced in diameter from its bearing hub portion and continuingthrough the rotor as a bore 26 of reduced diameter, the junction of thebore 26 with the outer portion 25 of the bore providing the shoulder 27.In axial alinement with the bore, the rear wall of the is seated. Thehead of the pin is preferably slotted to permit its threaded end to bethreadedly engaged with the socket 28 by -means of a suitable tool, suchas a screw driv- .er, inserted through the bore 25 in the rotor head.This head 17 is counter-bored to rebeen screwedinto place to secure therotor in the cylinder block. 7

The outer end of the crank arm 32 is formed or provided with a ball end(see Figure 1) seating in a socket formed in the upper end of a levermember, generically indicated at 35, which extends upwardly from the.spring or axle. This lever member, as

seen in' Figures and 21, is provided at its upper end with a threadedstem 350 having at its upper end a'cupped portion 351 for the ball end34 and an end lug 352. The stem is made in two complementary sections bysplitting longitudinally on its median line, the sections of the lug 352having alined threaded bores formed thereon to receive a clamping bolt353 by means of which the cupped portion 351 is clamped over the ballend 34 to provide a ball joint therewith. A lower L- shaped stem 354 hasits vertical threaded upper end 355 adjustably coupled .to the low; erthreaded end of the split'stem 350 by an internally threaded couplingsl'eeve 356. A lock nut holds the end 355 in its adjusted position inthe sleeve.

Provision is made whereby the lower horizontal threaded end 357 of thestem 354 may be clamped either to the longitudinal suspension'spring orto the axle of the vehicle since the construction of different motorvehicle chassis vary and it may with some constructions be necessary toanchor the lower end of the lever member 35 to the axle in theinstallation of the shock absorber thereon.

In Figure 19, the anchoring clamp for the spring is shown. The lowerhorizontal arm 357 of the .l'. stem is utilized as the top member of theclamp. Internally threaded eyes 359 at the upper ends of eye bolts 358are threaded on the'horizontal stem arm 357 and their lower threadedends are then inserted through a bore and slot (362) in a bottomclamping plate 360 which will underlie thev spring and be clampedthereto by nuts 361 threaded on the lower pro ecting ends of the eyebolts.

to be spaced to the width of the spring.

i no

In Figure 20. the clamping bracket is offset at a right or othernecessary angle to the horizontal threaded lower arm 357 of the L stemthat is necessary to anchor the lower end of .tener The slot 362 permitsthe eye bolts the lever 'rnember to the axle. The various compressiblematerial which is drawn into fluidtight engagement with the sides ofthecylinder block through the action of the fas- V pin 29.

One end of the" cylinder bore 11, which may be drilled in the casting,is annularly enlarged. and internally threaded at 37 and is closedby ascrew plug 38 having a beveled inneredge 39 engaging and forcing a ringof compressiblepacking 40 against the shoulder 41 formed by the annularthreaded enlargement 37 thereby providing means for effecting a fluidtight closure for the end of the cylinder bore. Mounted in this bore 11in spaced relation are pistons 42, 43 joined by side walls 44 externallycurved to engage and guide upon the walls of the bore 11 and providing afluid reservoir between the pistons open at the top and bottom andcommunicating with the fluid well in the rotor bore 12. The shank 23 ofthe depending rotor bar extends down through the opening between theupper ends of the side walls 44 and embraces with its bifurcated lowerend 24 the intermediate squared sides 45 of a circular wrist pin 46whose outer ends are journaled in transversely alining bores formed inthe side walls '44. It will be ob- .vious; thatmovement of the crank arm32 upwardly and downwardly with the relatively vertical movement betweenthe axle 1 and frame 3 caused bydepressions and elevations in, thesurface of a roadway will oscillate the rotor, and through theconnecting bar 23, eflect reciprocation of the duplex pistons 42, 43.These pistons are preferably provided with rings of usual constructionin then peripheries insuring v a fluid tight fit in the cylinder. boreand in longitudinal alinement below the bifurcated end 24 of the shank23 are bores in alinement to receive a check valve stem 47 extendingtherethrough and having threaded on its'out'er endsvalve disks 48.Within the area of the pistons engagecl between the valve disks areformed an annular series of fluid openings 49. The check valve stem47'is of greater length than the spacing of the outer ends of thepistons 42, 43, so that it may slide relatively to the duplex connectedpistons and bring one or the other of its valves 48 against the fluidpassages 49 to close these passages in the 0pposite directions ofmovement of the pistons.

In other words, when the pistons 42- 13 are moved in unison toward theright in Figure 12, the check valve formed by the stem 47 and right handdisk 48 will close and the check valve formed by the other end of thestem 47 and the left hand valve disk 48 will open and vice versa in theusual manner of check valves. v

The fluid, such as heavy oil, glycerine, etc., with which the cylinderbore 11 is filled, is forced from one end of the cylinder by movement ofthe duplex piston toward that end through a'fluid leturn passage leadingback to the fluid reservoir between the pistons 4243. This movement ofthe fluid is utilized and is restricted to' damp the piston movement bysimilar means at each end of the cylinder block. In line with the shankportion 20 which lies outwardly of its-slottedportion 22 housing theshank 23, the cylinder block is provided with alined passages 50, asshown in Figure 10, extending in opposite directions from the rotor bore12 longitudinally of and through the block, the outer ends of thesepassages being internally threaded to receive the enlarged threadedshanks 51 at the outer ends of needle valves 52 adjusted inwardly andoutwardly in the fluid passages to a predeterminedfixed point throughthe bolt heads 53 formed upon the outer ends of these shanks. Lock nuts54' threading on the shanks 51 preferably have- .their under facesrecessed to receive packing rings engaging bosses formed on the block atthe outer ends of the fluid passages 50. These passages extend parallelwith the axis of the cylinder bore 11 and communicate therewith throughvertical fluid passages 55 extending at right angles and substantiallytangential- 1y. to the bore, and through the upper side of the cylinderblock. These passages 55 are threaded and receive the threaded shanks 56(Figure 16) of passage restricting valve members which extend freelythrough angled brackets 57 joinedb} webs 58 to the enlargement 13 i ofthe cylinder. The upper ends of the threaded shanks 56 have fixedthereon worm gears 59 meshing with worms 60 (Figure 11) mounted upon theouter ends of counter-shafts '61 which extend through and journal in thevertical arms of the brackets 57 (Figures 9 and 10) with their innerends extending through-and journaling in the sides of the enlargement 13of the cylinder block. The inner ends of the countershafts 61 mountbevelled gears 62 which are rotated through dash adjusting means whichwill be hereinafter described and operate througlrmotion imparted by thecountershafts 61, worms 60 and worm gears 59 to raise or lower thethreaded valve stems 56 to cause their lower ends variably andpredeterminately to restrict the openings joining the longitudinal fluidpassages 50 with the vertical fluid passages 55. The stem valvesrestriction of the fluid passage between the cylinder ends and the fluidreturn reservoir between the pistons, I have provided means actuated bymovement of the rotor shank 20 for further and progressively restrictingthe fiuidpassage in proportion to the degree of movement of the crankarm 32 and the rotor 20, this degree or amplitude of movement beingdirectly proportioned to the relative vertlcal movement of the vehicleaxle and frame, which in turn is proportioned to the shock produced bythe wheels of the vehicle encountering an elevation, depression, orother obstruction in the roadway.

Accordingly, and referring more particularly to Figure 10, it will beseen that the portion 20 of the rotor alining with the fluid passage 50is provided with substantially adjacent flattened peripheral faces 63 atthe lower side of the rotorportion 20. Seating upon these flattenedportions are plates 64 having longitudinal slots 65 therein for adjustment of the .plates circumferentially of the rotor portion 20.Adjusting screws 66 have their shanks extending through the slots inthese plates and tapped into bores extending angularly into the rotorportion 20, the heads of these 'bolts overlying the sides of the slotsin the plates and clamping them on their seats on the rotor. The upperends of these plates, as viewed in Figure 10, are formed with curved(inter faces presenting earns 67 curving outwardly from the periphery ofthe rotor 20 toward the outerwall of the rotor well and terminatingwithin the area of the well to permit oscillation of the rotor.Cooperating with these cams are tubular valve members 68 slidably fittininthe fluid passages 50 and having roun ed inner ends 69 making a linecontact with the cams 67. These tubular valve members extend asubstantial distance in the fluid passages 50and have their bores formedwith outwardly flar- I ing outer ends 69 which cooperate with thetapered or conical ends of the needle valves outwardly toward the right,bringing its flared outer end toward and over the conical end of theneedle valve 52 and progressively restricting the fluid passage throughits bore as the pointed end of the needle valve enters more and moreinto the flared end ofthe bore of said tubular member. These tubularvalve members 68 have a snug sliding fit in the pas-. sages 50 so thatfluid is compelled to pass through the central bores of the tubularmembers in order to reach the fluid well formed within the rotor bore 12between the walls of the bore and the periphery of the portion 20 of therotor. The point at which the tubular members begin to restrict thepassage of fluid from the ends of the cylinder bore through the passages50 may be predeterminately varied by adjustment of the needle valves 52through their projecting outer ends 53.

' Movement of the duplex piston 42-43 toward the right, for example,occurs upon the initial downward movement of the frame relatively to theaxle 1 due to the initial compression of the suspension spring 4vby roadshock. Reverse movement or rebound swings the piston 42-43 to the leftas viewed in Figure 12. Since the adjustments of the restrict ing valves56 and 52 and of the cam plates 64 are independent, the damping actionafforded by restriction of the fluid passages 50-55 may be madedifferent for the rebound stroke from those provided for the initialdownward movement. Three points of adjustment are provided, therefore,for ,each of the two opposite and relatively vertical movements of thebody and axle. The adjustable mounting of the crank arm 32 in the head17- of the rotor through set screw 33 permits one size and form'of shockabsorber cylinder to be adapted to diflerent sizes and forms of vehiclebodies. The device, of course, can be manufactured in a standardizedform for one particular vehicle chassis and with the crank arm fixed tothe rotor and the adjustment omitted. Insuch an instance, the rotor andcrank arm can be formed as a single integral member with the mass ofrotor head 17 reduced.

The shock absorbing device heretofore described provides for damping therelatively vertical movements between the frame and axle of the vehicle.It is highly desirable in connection with this damping action to reducethe initial shock imparted by contact of the road wheels with anobstruction, which shock imparts a lengthwise component of movement orthrust through the axle to the springs and through the springs to thebody.

This result, in accordance with the present invention. is secured bymounting one end of the suspension spring for sliding movementlengthwise of the frame. As shown in Figure 1, the rear end of thesuspension spring is so mounted since the lengthwise component relapactof shock is thereby reduced by the longitudinal yielding of the springend and severe recoil upon rebound is prevented by the damping meansassociated with this end of the spring which I will now describe andwhich is shown in detail inFigures 2-8 of the drawings. By reference toFigure 1, it will be seen that the usual spring shackle at the rear endof the suspension spring 4 is omitted and that this end of the spring ispivotally hung between the depending side plates of a carrier or mountwhose upper plate 71 is dove-tailed'into a longitudinally. extendingdove-tailed recess in tlie underface of the bottom plate 72 of aU-shaped bracket 73 embracing the sides of and bolted through the frame3 of the vehicle or chassis. Adj a-cent to the brackets 73, the frame isembraced by plates 74 upstanding from the top of and preferably castintegral with a damping cylinder block 75 which-is secured to and-sup-'ported from the frame by means of bolts connecting the plates 74 andextending through the frame 3. Preferably the abutting frame embracingplates 73-74 are interjoined by connector plates 76 bolted to andoverlying their abutting edges.

The cylinder block 7 5 below its suspendin plate 74 is provided with .acylinder bore 77 therein extending longitudinally of and for a part ofthe length of the block andseparated by a partition 78 from an axiallyalined liquid reservoir 79. These two alined compartments, as shown, areformed by counterboring the cylinder block at opposite ends in axialalinement, the inner ends of the bores being separated by the partition78 and the outer ends being formed with annular shoulders 80 andadjoining internally threaded outer ends 81 of enlarged diameter closedbythreaded plugs 82 having beveled inner, edges engaging and pressingrounded packing rings 83 into fluid tight engagement with the shoulders80. The screw plug 82 at the outer end of the cylinder bore 77 is formedwith an internally threaded central socket 84 receiving a packing gland85 through which the .piston rod 86 attached to piston 87 in thecylinder bore extends outwardly from the cylinder. The outer end of thepiston rod 86 is formed with a tapped socket therein and is secured tothe upper plate '71 of the spring lows:

end mount 70 as fol- 92 of the angle block has a bore 93 formed thereinthrough which the shank of a headed locking pin 94 extends with its endthreaded through and into engagement with the threadedsocket formed inthe outer end of the piston rod 86, thereby securing the end of thepistonrod with the angle block secured to and moving with the slidingmount 71 for the end of the spring 4.

The piston 87 in the dampin cylinder bore 77 is preferably provided witpiston rings 95. Liquid is drawn from the reservoir 79 into the cylinderbore 77 by outward movement of the'piston 87 to the left, as viewed in-Figure 3 through an outwardly opening check valve having a stem 96guided through a bore in the partition 78 and a valve head 97 overlyingan annular series of fluid passages 98. The end of the stem 96 withinthe reservoir 79 is provided with a cross pin 99 serving to retain thestem within the reser-' voir, while permitting limited movement of thestem toward the left to remove its head 97 from the passages 98 andpermitting fluid to be drawn'thcrethrough by movement of the piston'87toward the left. Liquid is also drawn bysuch movement of the pistonthrough a fluid passage 100 traversing the partition 78 below the checkvalve 97. This last named fluid passage is. restricted by a needle valve101 extending fronithe exterior of the cylinder block at its bottomupwardly through a counter-bore 102 in the block traversing the fluidpassage 100 and terminating in the partition 78 above said fluidpassage.

The end of the needle valve extends, as"

shown, to the exterior over and below the cylinder block 7 5 and isheaded for manually effected adjustment predeterminately to limit therestriction of the passage 100. The outer end of the cylinder bore 77and the fluid reservoir 79 are connected for the return passage of fluidon the opposite direction of movement of the piston 87 by a bypass 103cored in the cylinder block.

Outward movement of the slidably mounted end of the suspension spring 4operating through its carrier 7071 will therefore tend to move thepiston 87 to the left as viewed in Figure 3. This movement issubstantially unrestricted since the check valve 97 will be drawnoutwardly to the left freely permitting fluid to be drawn through itsports or pas sages 98 and also through the restrictable fluid passage100. Upon the rebound of the one or more spring and reverse slidingmovement of the piston 87 closes the check valveand the fluid ahead ofthe piston passes through the re stricted passage 100 damping or slowingdown the piston movement and thereby damping the rebound or returnsliding movement of the spring end. The adjustment bf the needle valve101 thus provides a seventh point of adjustment control for the shockabsorbing equipment for the spring suspended end of the vehicle as shownin Figure 1.

- In the passage of a vehicle so equipped over very rough roadways, thepiston 87 will receive many successive short reciprocations in which thecubic contents of the cylinderand its communicating bores will be varieddue to the entry and exit of the piston red. I have provided means forcompensating by air ingress and egress, this variability of cubiccontents by means of a filling plug 104 inserted through a bore intheside of the cylinder to communicate with the interior of the reservoir79 and mounting a spring pressed ball valve 105 at its outer end. Thisplug, in construction, corresponds to the well known ball-valvedlubricant insertion nipple or fitting used upon bearings of motorvehicles and its ball valve will pulsate in response to suction andpressure creating variations in the cubic contents in the bores 7779permitting air to be drawn in and forced out in compensation thereforand seating and retaining within the reservoir, the relatively heavy oilof which there will be practically no leakage. The fitting may be alsoused in connection with the well known lubricant filled pressure pump orgun for forcing oil into the cylinder reservoirin initially supplyingoil thereto.

I It will be realized that shock absorbing equipment such as describedis initially adjusted for average load and road conditions wheninstalled upon a motor vehicle. To secure the maximum benefits of theequipment for varying conditions of roadway, variation in adjustment isrequired. This change in adjustment as ordinarily efl ected at a servicestation is impractical in travelling over the road. which is readilyoperated b the driver as from the dash, by means of W ich therestriction of a fluid passage and the damping or shock absorbing actionresulting therefrom may be varied almost instantly to suit roadconditions as encountered and convenientl be combined with the adjustingmeans. liquid reservoir and filling system for maintaining the cylindersfilled with. fluid and therefore fully effective at all times, isconveniently mounted upon the vehicle, as

shown. The dash 106 (Figure 1) mounts a combined valve adjusting andcylinderfilling'box 107 shown in detail in Figures 17 and 18. This boxis preferably provided with a removable cover 108 and with a posi- Ihave provided means, however. i

tionilig partitionplate 109 fixedly secured to its interior and spacedfrom its bottom. This plate, the cover of the box, and its bottom areprovided with a seriesof longitudinallyextending vertically alined holesthrough which extend a series of vertical filling and valve adjustingtubes 110, the upper ends of which are formed for manual turningadjustment and project above the top of the cover. Above the partition109, the tubes have a series .of oil openings 111 therein and aresupported in determinate vertical position within the box by means ofcotter pins 112 inserted therethrough above the top of the partition109. The openings in the bottom of the reservoir box 107 are made ofgreater diameter than the tubes 110 toreceive the ends of flexible tubes113 which extend into the box 107 and are flanged to seat thereover.These tubes depend from the box 107 through the floor of the vehiclebody and extend through the top cover plate 15. of the shock absorbercylinder blocks 7.

They are used to convey the fluid from the reservoir 107 into the fluidreceiving chamber at the top of the cylinder block, previouslydescribed, and also to house motion transmitting chains or cables 114,secured to the lower end of the adjusting tubes 110 which extend downwithin the upper ends of the flexible tubes113. These adjusting chains,as shown in detail inFigure 15, extend to the lower ends of the tubes113 and are coupled to the upper ends of tubular shafts 115 whose shanksare journaled in the lower ends of the flexible tubes 113 and whoselower .ends are provided with beveled gears 116 meshing with the beveledgears 62 on the countershafts 51. The oil or other fluid from'thecombined valve adjusting and cylinder filling box-107 will flow bygravity through the tubes 113 into the fluid receiving. chamber of thecylinder blocks and through the fluid well in the rotor bore to thecylinder to maintain a full supply of fluid thereinat all times.

.Since the pair of valve stems 56 in cylinder block 7 controlling therelative vertical movement of the axle and frame are independentlyadjustable, two tubes 113 and two chains 114 are used for each cylinderunit. Adjustment of a .dash control tube 113 will, through the chain114, pairs of beveled gears 62 and worms and worm gears 59, 60, rotatethe stems of the needle valves 56 at one or the spring. Conveniently,the by-pass 103 in the cylinder is tapped to receive a flexible tubularconduit 117 extending therefrom and inserted at its other end into theliquid receiving space 14 at the top of the cylinder block 7 beneath itscover plate 15 The liquid fed thereto through the flexible conduits 113will therefore flow from the space 14 through the conduit 117 to theby-pass 103 of the spring end damping cylinder and maintain thiscylinder also filled with damping fluid.

The operation of the shock absorbing equipment described therein isbelieved to have been clearly stated in the foregoing and need not berecapitulated here in detail. It might be stated that the tubular valvemembers 68, best seen in Figure 10, require no means for forcingthemagainst the cams 67 other than the pressure of the fluid forced bythe pistons 42 43 through passages 55 in represents a preferable form,illustrative of the invention but not intended as restrictive thereof.This form is subject to modification and adaptation to suit varyingconditions of manufacture and application within the spirit of theinvention and the scope of the appended claims.

I claim ,1. A shock absorber comprising a cylinder block mounted uponone of two relatively movable parts, a piston mounted in said cylinderblock for reciprocation, a fluid assage communicating with the cylinderb ock at opposite ends of the travel of said piston, means forreciprocating the piston including arotor housed in the cylinder blockand operatively connected with the piston, a crank arm exteriorly of thecylinder block connected with said rotor and a lever connecting saidcrank arm with the other of said relatively movable. parts, and meansfor restricting said fluid passage including a seat, a valving elementloose and freely movable in said passage toward and from said seat, andan actuator therefor movable through and proportionately to relativemovement of said parts to engage and position said element relatively tosaid seat progressively and increasingly to restrict and reversely to enlarge said fluid passage in proportion to the amplitude of relativemovement of said parts, said element being maintained in positionedcontact with said actuator through skin friction offluid thereagainst.

2. A shock absorber comprising a cylinder block mounted upon one of tworelatively movable parts, a piston mounted in said at opposite ends ofthe travel of said piston,

means for reciprocating the piston including a rotor housed in thecylinder block and 0 eratively connected with the piston, a crank armexteriorly of the cylinder block connected with said rotor and a leverconnectsaid crank arm with the-other of said re atively movable parts,an d'means for restricting said fluid passagc'includingavalve seatmember adjustably mounted insaid passage and a coo rating valve memberloose and freely mova 1e in said passage, with means operated throughsaid rotor and effective to engage and automaticall to move said valvemember toward and rom said seat member coincidently with and proportionately' to relative movement ofsaid parts variably to restrict saidpassage in proportion to theamplitude of said relative movement, saidvalve member being-positioned in said passage in advance of saidengaging means and being held thereagainst for controlled positioningthereby through the skin. friction of pressure fluid passinglthereover'.

3. A shock absorber comprising a cylinder block mounted upon one of tworelatively movable parts, a piston mounted in said cylinder block forreciprocation, a fluid passage communicating with the cylinder block atopposite ends of the travel of said piston, means for reciprocating thepiston including a rotor housed in the cylinder block and operativelyconnected with the piston, a crank arm exteriorly of the cylinder blockconnected with said rotor and a lever connecting said crank arm with theother of said relatively movable parts, and means for restricting saidfluid passage including Iavpredeteradjusted member initiallyrestrictpassage and supplemental and sub-isequent passagerestrictingtmeans including; Ian element automatically movable b'y'andminatel ing said coincidently with relative movement of said parts andeffective progressively and in creasingly to restrict said fluid"passage in proportion to the amplitude of relative movement of saidparts.

4. A shock absorber comprising a cylinder block mounted upon one of tworelatively movable parts, a piston mounted in the cylinder block thereoffor reciprocation, means for reciprocating the piston including a rotorhoused in the cylinder block, a crank arm exteriorly of the cylinderblock connected to the rotor and a lever connecting the crank armand'the other of said two relatively movable parts, a fluid by-pass insaid block communicating with the cylinderbore at opposite ends of thepiston travel therein, a primary passage-restricting valve member havinga shank portion extended to the exterior of the block for adjustment andhaving its inner end positioned by predetererating therewith, and meansBan- minately to restrict the initial portion of said passage from oneend of the cylinder, and supplemental passage restricting meanscomprising a movable tubular member seating in said by-pass and anaxially alined predeterminately adjusted fixed needle valve coopmovementof said rotor through relative movement of said two connected move saidtubular member toward its fixed needle valve progressively andincreasingly passage proportionately to restrict the fluid to theamplitude of movement of said two relatively movable parts.

5. A shock absorber comprising a cylinder operated by arts to' blockmounted upon one of two relatively movable parts and having a boretherein substantially centrally of and extending at sub stantially rightangles to the axis of the cylinder bore and housin a rotor memberproviding therewith a uid well, duplex vpistons having oppositelyopening check valves therein mounted in said cylinder bore in spacedconnected relation for joint reciprocation and spaced to provide areturnfluid reservoir therebetween communicating with the fluid well ofsaid rotor bore, fluid passages extendin through the cylinder blockconnecting t e opposite ends of the cylinder bore with the central fluidwell, a primary passage restricting valve member extending intothe'initial portion of each passage and having means extending throughthe block to: its exterior for external adjustment to predeterminately''fix the passagerestrictingposition of the valve member, supplementalrestricting-means for each fluid vpassage comprising anadjustably fixedvalve stem fand agcooperating 1 relatively movable tubul arva saidpassage, a conne'c on n 'nlthe' rotor'andsaid pistons; mg "crank for therotor member, a

lever'connectin said crank with the other of the:two relativelyfmovableparts, to which the shock absorber appliedand through which rotarymovement-' sgimparted tosaid rotor member by relative movement ofsaidparts in P op t t he-a 'i'i litu. 'f x e tive movementpand mean'sope'rated by such movement of the rotor progressively to'move saidtubular valve member toward its fixed valve stem with and in proportionto the amplitude" of such relativeo movement, thereby pro ressively-and,increasingly to restrict its uid passage such relative movement andhinproportionto the shock received and the resultant amplitude of relativemovement. 6. In a fluid controlled damping device, a fluid passagehaving a valve restrictable portion, fluid pressure creating meansoperative to 'force fluid through said passage under pressure in oned1rect1on, a' valve member activator at the side of said valvememberfluid passage having a restricted portion, a

loose freely movable valve member in said passage adjacent to andcooperating with its restricted portion and movable variably to restrictthe flow of fluid therethrough, a valve positioning activator engagingsaid valvemember and movable in synchronism with the operation ofpressure creating means progressively to vary the restriction of saidpassage and the resistance to fluid flow therethrough, and fluidpressure creating means operative to force fluid under pressurethroughsaid passage in the direction tending by friction thereagainst to movesaid valve member bodily toward said activator to maintain said valvemember in operative positioning contact therewith.

8. In a fluid controlled damping device, a fluid reservoir, a fluidpassage connecting opposite sides vof said reservoir having a restrictedportion, a loose freely movable valve member in said passage adjacent toand cooperating with said restricted portion and movable variably torestrict the flow of pressure fluid through said passage, a valveengaging cam member operative synchronously with and through theoperation of pressure creating means to move said valve memberprogressively to increase and decrease the restriction of said passageand the resistance to fluid flow therethrough, and fluid pressurecreating means operative to force fluid under pressure through saidpassage in the direction tending by friction thereagainst to move saidvalve member bodily toward said cam vmember to maintain said valvemember in operative positioning contact therewith.

9. A fluid controlled damping device having a fluid passage providedwith a restricted portion, a loose freely movable valve in said passageadjacent to and cooperating with said restricted portion and movablevariably to restrict the passage of fluid therethrough, a valve engagingmember movable to position said valve member progressively to increaseand decrease the fluid flow through said restricted portion inproportion tothe amplitude of movement of said valve-engaging member,and fluid pressure creating means operative to force fluid underpressure through said passage in the direction tending by frictionthereagainst bodily to move and hold said valve member in operativepositioning contact with said valveengaging member.

10. A fluid controlled damping device for damping relative movementbetween parts having a fluid passage, aloose freely movable valve insaid passage opposing the flow of fluid therethrough and cooperatingwith said passage to increase and decrease theresistance to the flow offluid therethrough, a cam activator for said valve member movable insynchronism with the operation of pressure creating means and effectiveto move said vahe member progressively to increase and decrease theresistance to flow of fluid through said passage in synchronism withmovable valve opposing the flow of fluid therethrough and to increase ordecrease the resistance to the flow of fluid therethrough,

an activator for said valve movable in syn ehronfsm with the operationof pressure creating means and eflective to move sald valveprogressively to lncrease or decrease the resistance to flow of fluidthrough said passage Y in synchronism with and proportion to theamplitude of movement of the activator, and pressure creating meansoperative by relative movement between the first-mew tioned movableparts to force fluid under pressure through said passage in a directiontending by pressure thereagainst bodily to move said valve member towardand maintain it in operative relation with the activator. r

12. A fluid controlled damping device having a fluid passage providedwith a restricted portion, a loose, freely movable valve cooperatingwith said restricted portion and movable variably to restrict thepassage of fluid therethrough, a valve operating mem ber movable toposition said valve progressively to increase or'decrease the fluid flowthrough said restricted portion in proportion to the amplitude ofmovement of said valve operating member, and fluld pressure creatingmeans operative to force fluid under pressure through said passage in adirection tending by friction thereagainst bodily to move and hold saidvalve in operative relation with said valve operating member.

13. In a fluid controlled damping device, a fluid reservoir, a fluidpassage connecting different sides and having a restricted portion, aloose, freely movable valve cooperating with said restricted portion and1novable variably to restrict the, flow of fluid through said passage, avalve operating cam member operative synchronously with the operation ofpressure creating means to move said valve progressively to increase orde creasethe' resistance to fluid'flow through the passage, and fluidpressure creating means operative to force fluid under pressure throughsaid passage in a direction tending by pressure thereagainst to movesaid valve bodily toward said cam member to maintain said valve inoperative relation therewith.

14. In a fluid controlled damping device, a fluid passage having arestricted portion, a loose, freely movable valve cooperating with therestricted portion to restrict the flow of fluid therethrough, anactivator for said valve to cause a varying of the resistance to fluidflow through said passage, means for adjusting the restricted portionrelatlve to I the fluid passage and fluid pressure creating meansoperative to .force fluid under pressure through said passage in adirection tending by pressure against the valve to maintain an operativerelation between-the valve and the activator.

15. In a fluid controlled damping device, a fluid passage having a valverestrictive portion, fluid pressure creating means operative to forcefluid under pressure through said passage, a loose and freely movablevalve adjacent said restrictive portion, and an activator operative tomove the valve toward the restrictive portion to vary the fluid flowthrough the passage.

16. In a fluid controlled damping device,

a fluid passage having a valve restrictive por-' a fluid passage, fluidpressure creating means operative to force fluid under pressure throughsaid passage, a loose, freely movable valve in said passage to offerincreasing resistance to the flow of fluid through the pas sage, andmeans for adjusting the extent of movement of the valve relative to thepassage.

18. In a fluid controlled damping device, a fluid'passage, a compressionchamber communicating with the fluid passage, a piston movable in thecompression chamber and forcing fluid through the passage, a loose,freely movable valve arranged for movement longitudinally of the passageto offer proportionately increasing resistance to the flow of fluidthrough the passage upon progressive outward movement of the piston inthe risin a fluid ressure c compression cha'inber, and means foradjusting the .extent of longitfidinalmoven'ient of the valve relativeto the passage.

19. A shock absorber comprising a cylinder block for retaining fluid andhaving a cylinder therein, a piston movably mounted in the cylinder andforming by horizontal movement pressure chambers at both ends of thecylinder, a fluid passage from at least one of said pressure chambersforming an exit of fluid under pressure, a floating unattached valvemember in said exit passage for restricting fluid passage and governingpressure in the chamber, and a seat in the passage for the exit of fluidand seating the floating valve.

20. A shock absorbing mechanism having opposed alternating pressurechambers with restricted exit passageways for fluid from such chambers,said passageways having a valve seat therein, a floating valve member inthe exit passage seating upon the valve seat for governing pressure inthe chambers, and means exterior of said passageways for regulating thecloseness of seating of the floating valve member and thereby meteringthe volumetric exit of fluid and governing the pressure of the chambers.

21. A shock absorbin mechanism comflamber, an exit fluid passage leadingtherefrom, said passage having a valve seat therein, a floatingunattached valve member cooperating with the valve seat and thrust inthe direction of fluid escape by skin friction only and metering thevolumetric escape of fluid by its relation to the valve seat andgoverning shock absorbing pressures thereby, and means for varying theposition of the seatrelative to the valve member.

22. A shock absorber comprising a pressure chamber, an exit fluidpassage leading therefrom and having a valve seat therein, an unattachedvalve member adapted to cooperate with the seat for metering ofvolumetric escape of fluid from the chamber, said valve member beingpositioned and held by the skin friction upon it ofthe escaping fluid,and means for varying the position of the seat relative to the valvemember.

23. In a fluid controlled damping device having a fluid passage providedwith a valve seat therein and a compression chamber com municating withthe fluid passage, a piston operatively mounted in the compressionchamber and forcing fluid through the pas sage, a loose, freely movablevalve member arranged for movement longitudinally of the passage andcontrolling fluid flow therethrough, and means for adjusting the seatrelative to the valve member.

24. In a fluid controlled damping device having a fluid passage and acompression M chamber communicating with the fluid passage, a pistonoperatively mounted in the for adjusting the seat relative to. thepassage-t compression chamber and forcing fluid,-

through the passage, a loose freely movable valve member arranged formovement-10ngitudinally of the passage and controlling fluid flowtherethrou'gh, a seat for said valve v arranged to cooperate therewith,and means way.

25. In a'fluid controlled damping device having a fluid passage and acompression chamber commun'icatingwith the fluid pas r sage, a pistonoperatively mounted in the compression chamber and forcing fluid Ithrough the passage; a loose freely movable valve member arranged formovement lonitudinally. of the'passage and controlling Fluid flowtherethrough, a seat for said valve arranged to cooperate therewith,'meansfor adjusting the seat relative to the passageway and therebyvarying the extent of movement of the valve member longitudinally of thepassage. p p t In testimony whereof, I hereunto aifix my signature.

' JOHN W. GRAY.

-' rig-141

